Cargo handling apparatus



Dec. 28, 1965 D. M. INGHRAM 3,225,867

CARGO HANDLING APPARATUS Original Filed May 12, 1961 v 16 Sheets-Sheet 1 v INVENTOR DONALD MINGHRAM ATTORNEY Dec. 28, 1965 D. M. INGHRAM CARGO HANDLING APPARATUS 16 Sheets-Sheet 2 Original Filed May 12, 1961 INVENTOR DONALD .INGHRAM /fwow ATTORNEY Dec. 28, 1965 D. M. INGHRAM CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 3 BYW ATTORNEY Dec. 28, 1965 INGHRAM 3,225,867

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 4 F'IIEI' IE INVENTOR DONALD M. INGHRAM BYM/W ATTORNEY Dec. 28, 1965 D. M. lNGHR AM 3,225,867

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 5 INVENTOR DONALD M. INGHRAM F IE 5 MW? ATTORNEY Dec. 28, 196 D. M. INGHRAM CARGO HANDLING APPARATUS 16 Sheets-Sheet 6 Original Filed May 12, 1961 INVENTOR DONALD M. INGHRAM y ,(fzuM ATTORNEY De 1965 D. M. INGHRAM CARGO HANDLING APPARATUS l6 Sheets-Sheet 7 5g INVENTOR DONALD MJNGHRAM BY W ATTORNEY NL m-HIWHl orlglnal Flled May 12, 1961 16 Sheets-Sheet 8 INVENTOR DONALD M. INGHRAM F'IIEI' D. M. INGHRAM CARGO HANDLING APPARATUS ATTORNEY Dec. 28, 1965 Original Filed May 12, 1961 Dec. 28, 1965 D. M. lNGHRAM 3,225,867

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 9 I66 590 g 208 6 22*- O .1 V I84 p 9 a. 19 L 5 m) 9 l. 213- 6 We a 9 1'24 5 6 9 i 6 199 i 198 9 9 179 g vzs O 5 L g k 83 o E 3; 213a 18e- O 214 a V n. l A i a 0 i INVENTOR I L- g L DONALD M. INGHRAM 1 (a F I I3 1 2 ATTORNEY Dec. 28, 1965 D. M. INGHRAM CARGO HANDLING APPARATUS 16 Sheets-Sheet 10 Original Filed May 12, 1961 mNN INVENTOR DONALD M. INGHRAM BY W ATTORNEY Dec. 28, 1965 D. M. INGHRAM 3,225,867

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-S eet ll E'IE 15 o 309 2 g 30s I 304 Q 6311 Fan E E /30l 303 dfi E 451 :EJ 3 2 5 fl I I l I [TY] INVENTOR DONALD M-INGHRAM ATTORNEY.

Dec. 28, 1965 D. M. INGHRAM CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 12 F'II3 lEi I7} 53 i F F'IE 1 7 329 322 321 33' INVENTOR DONALD M. INGHRAM ATTORNEY Dec. 28, 1965 D. M. INGHRIAM 3,

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 13 INVENTOR DONALD M. INGHRAM BY W W ATTORNEY Dec. 28, 1965 D. M. INGHRAM CARGO HANDLING APPARATUS l6 Sheets-Sheet 15 Original Filed May 12, 1961 INVENTOR DONALD M. INGHRAM ATTORNEY United States Patent 3,225,867 CARGO HANDLING APPARATUS Donald M. Inghram, Santa Clara, Calif assignor to FMC Corporation, San Jose, Calif., a corporation of Delaware Original application May 12, 1961, Ser. No. 109,731, now Patent No. 3,136,433, dated June 9, 1964. Divided and this application May 1, 1963, Ser. No. 277,176 7 Claims. (Cl. 1879) The present application is a division of my copending application, Serial No. 109,731, filed May 12, 1961, now Patent No. 3,136,433, issued June 9, 1964.

The present invention pertains to cargo handling apparatus and more particularly relates to a power transmitting and control mechanism for a self-propelled mobile apparatus for loading and unloading an aircraft.

As the size and cargo-carrying capacity of large military and commerical type aircraft have increased, it has become apparent that more efficient loading means must be employed to reduce the time required for loading and unloading the aircraft so as to make more efficient use of the aircraft. One well known procedure of reducing loading time has been to preload the cargo, except for after very large pieces, into baggage containers and thereafter move the containers to the loading station by means of trailers prior to the arrival of the aircraft at the loading station. The present invention concerns a power transmitting and control mechanism for apparatus that is employed to rapidly load these containers onto or remove them from the aircraft so that the aircrafts nonfiying time will be reduced to a minimum.

Although the mobile apparatus with which the power transmitting and control mechanism of the present invention is associated will be referred to as a baggage loader so as to distinguish the cargo placed in the baggage containers from cargo which is too large for the containers, it will be understood that larger pieces of cargo may be placed on pallets or the like and then be handled by the present apparatus.

Heretofore, many different types of apparatus have been employed to load and unload baggage from aircraft. The apparatus used for this purpose have usually been expensive, cumbersome and slow in operation, and have had no provision for adapting themselves to the various attitudes that the aircraft might assume during loading. Also, many of the prior art units have been difficult to align with the cargo door since they were in the form of specially equipped trucks that had to be backed into alignment with the cargo door or doors of the aircraft.

Accordingly, one object of the present invention is to provide a power transmitting and control mechanism for an improved baggage handling apparatus capable of loading or unloading many difierent types of aircraft.

Another object is to provide a power transmitting and control mechanism for a self-propelled mobile baggage handling apparatus which is readily aligned with and connected to an aircraft.

Another object is to provide a self-propelled mobile baggage handling apparatus having control means for positively immobilizing the propulsion circuit of the apparatus when the apparatus is connected to the aircraft.

Another object is to provide a self-propelled mobile baggage handling apparatus having control means for immobilizing a container elevating mechanism if the container is improperly positioned thereon.

Another object is to provide a container handling apparatus which is adjustable to match the inclination of the container support surface of the apparatus to the inclination of the support surface of the aircraft, and which includes means for locking the apparatus in this inclined attitude and preventing actuation of an associated con- 3,225,85 7 Patented Dec.- 28, 1965 tainer elevating mechanism until such locking is accomplished.

These and other objects and advantages of the present invention will become apparent from the following description and the accompanying drawings, in which:

FIG. 1 is a perspective of the baggage handling apparatus, hereinafter termed the baggage loader, showing the loader connected to an aircraft with a baggage container on the elevating mechanism and with an empty trailer patrially disposed under the baggage container.

FIG. 2 is an enlarged elevation of the left side of the loader showing the baggage loader connected to the aircraft with the elevating mechanism in a position for permitting the transfer of a container from the loader to the aircraft, certain parts being broken away and others shown in section.

FIG. 3 is a plan of the loader shown connected to a fragment of the aircraft.

FIG. 4 is a vertical section taken along lines 44 of FIG. 3 showing the elevating mechanism of the loader in an intermediate position.

FIG. 5 is an enlarged plan, taken looking downwardly in the direction of the arrows 55 in FIG. 2, and showing the engine compartment of the loader from which the upper engine compartment cover has been removed.

FIG. 6 is a diagrammatic perspective of the drive parts of the baggage loader.

FIG. 7 is an enlarged transverse vertical section taken along lines 77 of FIG. 5 and showing certain drive parts of the loader.

FIG. 8 is an enlarged section taken along lines 8-8 of FIG. 7.

FIG. 9 is an enlarged section taken along lines 9-9 of FIG. 8.

FIG. 10 is an enlarged fragmentary vertical section taken along lines 10-10 of FIGS 4 and 11.

FIG. 11 is an enlarged horizontal section taken along FIG. 15 is an enlarged vertical section taken along lines 1515 of FIG. 3 and showing one of the casters and the associated hydraulic locking and leveling unit.

FIG. 16 is an enlarged horizontal section taken substantially along lines 1616 of FIG. 1, showing the steering mechanism, certain parts being broken away and others shown in phantom.

FIGURE 17 is a vertical section taken along lines 17- 17 of FIGURE 16.

FIGURE 18 is a perspective of an adaptor which is arranged to be clamped to the aircraft.

FIGURE 19 is an elevation of an adaptor locking device with parts shown in two operative positions, certain parts being broken away.

FIGURE 20 is an enlarged plan of a portion of the adaptor and the bridge assembly looking in the direction of the arrows 2020 of FIGURE 4 and showing a container lock associated with the bridge assembly which isin a downwardly inclined position.

FIGURE 21 is a section taken along lines 2121 of FIGURE 20.

FIGURE 22 is an enlarged section taken along lines 2222 of FIGURE 20.

FIGURE 23 is a perspective looking in the direction of arrows 2323' in FIGURE 3 and showing an elevator conveyor spaced from a bridge conveyor.

FIGURE 24 is a diagrammatic perspective of the hydraulic locking system used in the baggage loader of the present invention.

FIGURE 25 is a wiring diagram of the electrical control circuit used in the baggage loader.

Briefly, the major structural components and the operation of the mobile, self-propelled baggage loader of the present invention are as follows. The baggage loader 29 (FIGURES 1, 2 and 4) includes a mobile carrier 30 and an adapter 32, which is designed for the particular aircraft to be loaded, and is carried on the housing 33 of an engine compartment 34 at the forward end of the U-shaped body 36 (FIGURE 3) of the baggage loader when the loader is moved toward or away from the loading station. At the beginning of a loading operation, the loader is driven to a position adjacent the cargo opening 31 of the plane and the adaptor 32 is removed from the carrier and manually placed on and locked to the floor 37 (FIGURE 2) of the aircraft at the cargo opening 31.

To accurately align the carrier 30 with the adaptor and the aircraft, the carrier is driven into abutting engagement with the adaptor 32 and is hydraulically locked in this position by two locking feet 38 (only one being shown in FIGURES 2 and 4) of a hydraulic locking system 41. The forward ends of two spaced roller conveyors 42 of a bridge assembly 43 of the carrier are then pivotally connected to the adaptor 32. Then, a trailer T with a baggage container C thereon is manually pushed within the U-shaped body 36 of the baggage carrier 30 to position the container above two spaced roller conveyors 44 (FIGURE 3) of a baggage container elevating mechanism 46, said conveyors being at this time in their lower most position below the level of the supporting surface 47 of the trailer.

The elevating mechanism 46 is power driven and is actuated to lift the container C, the rear ends of bridge conveyors 42, and the elevator conveyors 44 to a position at which the support surfaces of the conveyors are at the level of a support surface provided on the floor 37 of the aircraft A. When this level has been reached, the elevating mechanism 46 automatically stops. The container C is then manually pushed into the aircraft. The support surface of the floor 37 of the aircraft is formed by any suitable conveying system such, for example, as a plurality of sockets 49 having balls 51 journalled therein and positioned in transverse rows in alignment with the conveyors 42 and 44 so that the containers can easily be pushed into the aircraft. The balls 51 are also arranged in a plurality of longitudinally extending rows, as indicated in FIGURE 3, so that the container can be pushed longitudinally of the aircraft.

It will be understood that the aircraft A and its conveying system, the constructional details of the baggage container C, and the constructional details of the trailer T form no part of the present invention and have been described only as an aid in understanding the operation of the baggage loader 29 of the present invention. It is also to be understood that the adapter 32 is a part of the baggage loader 29 and that minor alterations may be made to the adapter 32 so that the loader may be used with different makes and models of aircraft.

More specifically, the U-shaped body 36 (FIG. 3) of the baggage carrier 30 of the present invention comprises a substantially tubular frame structure 56 which is U- shaped in plan and includes the engine compartment 34 at the forward end of the carrier from which two spaced horizontal legs 57 and 58 extend rearwardly. Four vertically extending tubular columns (FIGS. 1 and 2) are provided, two columns 59A and 59B being secured to the leg 57 and two columns 59C and 59D being secured to the leg 58. The upper ends of the two columns on each leg 57 and 58 are interconnected by beams 61.

Resilient tubular bumpers 62 (FIG. 1) are secured to the upper ends of each forward column 59 so as to protect the skin of the aircraft A from contact with solid portions of the loader 30. Similar resilient tubular bumpers 63 (FIG. 3) are disposed within the U-shaped area defined by the frame structure 56 and provide an abutment for the trailer T (FIG. 1) when the trailer T is moved into loading or unloading position in the carrier. Guide rails 64 (FIGS. 3 and 4) are secured to the lower end of the inner surfaces of the associated legs 57 or 58 and extend from the rear end of the legs to the bumper 63 so as to guide the trailer T into the carrier.

In order to accurately position and align the carrier 30 with the cargo opening 31 of the aircraft A, an alignment assembly 66 (FIGS. 2, 3 and 4) is mounted on the forward portion of the carrier 30. The alignment assembly 66 is mounted on two vertical posts 67 of square crosssection, one post 67 being secured to the leg 57 and the associated forward column 59A while the other post 67 is secured to the leg 58 and its associated forward column 59C. The alignment assembly 66 includes a pair of tubular sleeves 68 of square cross-section each of which is slidably mounted on the associated post 67. Each sleeve has an arm 69 secured thereto and extending forwardly therefrom. The arms 69 are interconnected near their forward ends by a transverse beam 71, and each arm 69 has a resilient tubular bumper 72 at its forward end. As will be explained in more detail later, when the carrier 30 is moved into the loading position, the bumpers 72 engage and cooperate with substantially V-shaped guides 73 on the adaptor 32 to aid in properly aligning and positioning the carrier 30 relative to the cargo opening 31. The V-shaped guides are vertically elongated to permit vertical movement of the aircraft, due to load changes therein, without danger of the bumpers and guides becoming disengaged.

Since the cargo openings of the many types of aircraft which may be serviced by the baggage loader 36 are not all at the same elevation, the alignment assembly 66 is vertically adjustable on the posts 67. Each of a plurality of vertically spaced holes 74 (FIG. 2) in each post 67 is adapted to receive a pin 76 which extends through an opening in the sleeve 68 to lock the alignment assembly 66 at the proper elevation. A spring 77 is positioned around each post 67 and is disposed between the associated sleeve 68 and either leg 57 or leg 58, and serves to counterbalance the assembly 66. The holes 74 are preferably labeled with the names of the aircrafts and the position (forward or aft) of the cargo doors to aid the operator in setting the assembly 66 at the proper elevation.

The mobile carrier 30 is supported at its forward end on a pair of closely spaced drive wheels 79 (FIGS. 3 and 6) disposed near the transverse center of the engine compartment 34. A free swiveling caster wheel 81 (FIG. 3) at the free end of the left leg 58 and a steerable caster wheel 82 at the free end of the right leg 57 cooperate with the drive wheels 79 to provide a three point rolling suspension for the carrier 30.

The carrier 30 is powered by an engine 86 (FIGS. 5 and 6) which is provided with the usual battery 87 and is directly connected to a generator 88 which supplies 28 volt DC. current to a multi-speed, reversible electric motor 89 and associated electrical components. The drive shaft 91 (FIG. 5) of the motor 89 projects outwardly from both ends of the motor. The drive element 92 of a propulsion magnetic clutch 93 is connected to one end of the shaft 91 while the driven element 94 of the clutch 93 is connected to the input shaft 96 of a gear reducer 97. The output shaft 98 of the gear reducer 97 is connected by a chain drive 99 to an idler shaft 101 which is journalled in the engine compartment 34. A second chain drive 102 connects the idler shaft 101 to the shaft 103 (FIG. 4) upon which the drive wheels 79 are secured. The shaft 103 is mounted for rotation in the engine compartment on bearings (not shown). Certain controls, to be described later, are provided for causing the motor 89 to drive the carrier 30 at four different speeds in both the forward and reverse directions.

An electro-magnetic clutch-brake 105 (FIG. 5) includes the drive element 104 of an elevator magnetic clutch 106, which element 104 is mounted on the other end of the motor shaft 91, while the driven element 107 of the clutch 106 is connected to the input shaft (not shown) of a gear reducer 108. A magnetic elevator brake 109 is associated with the clutch 106 and when energized, locks the input shaft of the gear reducer 108 in fixed position.

The propulsion magnetic clutch 93 and the electromagnetic clutch-brake 105 are both of conventional design and therefore the internal parts of these units will not be described in detail.

The output shaft 111 (FIGS. 6 and 7) of the gear reducer 108 has an elevator drive sprocket 112 keyed thereon. A drive chain 113 is trained around the drive sprocket 112, around a right elevator sprocket 116, a left elevator sprocket 117, idler sprockets 118, 119 and 121, and around a sprocket 122 which, as will be explained presently, is part of the elevator locking mechanism that automatically arrests movement of the elevator if the chain 113 breaks. The idler sprockets 118, 119 and 121 are keyed to stub shafts 123, 124 and 126, respectively, which are mounted for rotation in the engine compartment 34. The right elevator sprocket 116 is secured to one end of an elongated right elevator drive shaft 127 which is journalled in the right leg 57 (FIG. 3) of the tubular frame structure 56. The elevator sprocket 117 is secured to one end of an elongated left elevator drive shaft 128 which is journalled in the left leg 58 of the tubular frame structure 56. It will be noted that the chain 113 (FIG. 7) is trained around the elevator sprockets 116 and 117 so as to drive the shafts 127 and 128 in opposite directions relative to each other.

In order to prevent the possibility of injury to personnel if the drive chain 113 should break when the baggage elevating mechanism 46 is supporting a baggage container, an elevator shaft locking mechanism 129 (FIG. 7) is provided. The locking mechanism 129 is effective, upon breakage of the chain 113, to simultaneously release two locking bars 130 which are urged downwardly into locking engagement with the teeth of associated ratchets 131. One of the ratchets 131 is keyed to the shaft 127 while the other is keyed to the shaft 128. Thus, the engagement of the bars 130 with ratchets 131 will positively lock the shafts 127 and 128 in fixed position.

The locking mechanism 129 includes the sprocket 122 which is journalled on a bolt 132 and is disposed between a pair of parallel, spaced arms 133 and 133a (FIG. 8). The bolt 132 is secured near one end of the arms 133 and 133a, which arms are welded to a sleeve 134. The sleeve 134 is pivotally mounted on a pivot pin 136 (FIG. 9) which is secured to and projects outwardly from a vertical bracket 137 of the frame structure 56. A spring 138 (FIG. 7) which is connected to the arm 133 and to a bracket 139 (FIG. 5) bolted to the gear reducer 108, nor mally urges the arms 133 and 133a to pivot in a clockwise direction (FIG. 7).

A cable attachment bracket 142 is pivotally mounted on the pivot pin 136 so that a shoulder bolt 143 (FIGS.

8 and 9), which is screwed into the arm 133a and projects through a slot 144 in the bracket 142, is effective to limit pivotal movement of the arm 133a relative to the bracket 142. A spring 146 is connected between the attachment bracket 142 and a bracket 147 welded to the arm 133a and normally urges the attachment bracket 142 to pivot in a clockwise direction (FIG. 9). Cables 148 and 149 are attached to the bracket 142 and to pins 151 (FIG. 7). Each pin 151 extends through holes in one of the aforementioned square locking bars 130 and in an associated tubular housing 153 of rectangular cross-section within which the associated bar is slidably mounted. A cap screw 154 is associated with each housing 153 and extends through an apertured cap 156 which is welded to the tubular housing 153 and is screwed into the associated locking bar 130. A spring 157 in each tubular housing 153 urges the associated locking bar 130 downwardly towards the adjacent ratchet 131 which is disposed immediately below the associated locking bar 130 as shown in FIG. 7. It is to be noted that the cable 148 is engaged and guided by two pulleys 159 journalled on the frame and that the spring 146 maintains this engagement.

Accordingly, if the chain 113 should break, the spring 138 would immediately pivot the arm 133 in a clockwise direction (FIG. 7) causing the shoulder bolt 43 to contact the lower end of the slot 144 thereby exerting a force through the cables 148 and 149 which pulls the pin 151 out of the holes in the associated locking bars 130 and in the housings. The springs 157 urge the associated locking bars into locking engagement with the teeth of the ratchets 131 thereby locking the shafts 127 and 128 in fixed position.

Partially positioned within each of the four vertical columns 59A-59D (FIG. 1) is an elevator 166 (FIG. 6), two of the elevators having drive sprockets 167 keyed on the right side elevator shaft 127 and the other two elevators 166 having their drive sprockets 167 keyed to the left side elevator shaft 128. Since the elevators 166 are identical except for certain switch actuating means on the rear left column 59D, the description of this column 59D will be sufficient to disclose the construction and operation of all four columns.

Referring to FIGS. 6, 10, 11 and 12, each elevator 166 comprises One of the sprockets 167, an idler sprocket 168 journalled on a vertically adjustable bearing support 169 (FIG. 10) at the upper end of the column, a chain 171 trained around the sprockets 167 and 168, and a carrier 172 disposed between the sprockets and connected to the ends of the chain 171. The carrier 172 comprises a fabricated, generally rectangular hollow block 173 having, at one side, a downwardly extending L-shaped conveyor support 174 (FIG. 10) formed integrally with the inner vertical wall 176 of the block 173. The upper and lower walls 177 and 178, respectively, are provided with aligned openings 179 (FIG. 12) for one run of the chain 171 to pass through, and with smaller aligned openings 181 to receive the stems 182 and 183 of an upper and a lower chain connector 184 and 186, respectively. The connector 184 is welded to the upper wall 177 and the connector 186 is slidably received in lower wall 178. The chain connectors 184 and 186 are connected together by a spring 187 which serves to automatically compensate for chain wear to maintain the chain in firm driving engagement with sprockets 167, 168. A pair of rollers 188 and 189 (FIG. 11) are journalled on shouldered bolts 191 which are bolted to a vertically extending tab 192 welded to the upper wall 177. Similarly, a pair of rollers 193 (FIG. 12) and 194 (FIG. 10) are journalled on shouldered bolts 196 which are bolted to a tab 197 projecting downwardly from the lower wall 178. Four 'bolts 198 extend transversely through sleeves 199 secured to the block 173, and each bolt has a pair of rollers 201 and 202 journalled thereon.

U-shaped, vertically extending tracks 203 and 204 (FIG. 11) are welded to plates 206 and 207, respectively. The plates 206 and 207 are bolted to the side walls 208 and 209 of the column 59D and extend substantially the entire length of the column. It will be apparent that the track 203 provides a guide surface for the rollers 188, 193 and 201, and the track 204 provides a surface for the rollers 189, 194 and 202 to guide the carrier '172 for vertical movement.

An upper arched belt guide 211 (FIG. 10) and a lower belt guide 212 are secured within the column 59D and guide a flat belt 213 around the ends of the elevator 166.

7 The ends 213A (FIG. 11) of the belt 213 are secured by bolts 214 and straps 215 (FIG. 12) to the inner wall 176 of the block 173. The longitudinal edges of the inner run of the belt 213 are guided by tracks 216 (FIG. 11) formed on corner mouldings 217 and 218 bolted to the walls 268 and 209. The longitudinal edges of the outer run of the belt 213 are guided by similar tracks 219 secured to the outer wall 221 of the column 59D. The

belt 213 serves as a guard and as a dust cover.

As mentioned above, each block 173 in each column has a depending L-shaped leg '174. As seen in FIGS. 4 and 6 one of the roller conveyors 44 of the baggage containing elevating mechanism 46 is mounted on the two L-shaped conveyor supports 174 on the left side of the carrier 30 while the other roller conveyor 44 is mounted on the two supports 174 on the right side of the loader. Accordingly, when the drive shafts 127 and 128 are rotated, the two roller conveyors 44 will be raised or lowered.

The conveyor 44 on the left side of the baggage loader is best shown in FIGS. and 13A and comprises a plurality of rollers 226 journalled for free rotation in a channel frame 227 and adapted to receive, in supportlng relation, one side member 225a (FIG. 13B) of a reinforcing box-like structure 225 secured to the underside of the container C. The channel frame 227 is strengthened by a structural member 228 (FIG. 10) having a Z-shaped central section. The member 228 and channel 227 are bolted to both L-shaped conveyor supports 174 on the left side of the loader.

A rear baggage container stop 229 (FIG. 13B) is associated with the roll conveyor 44 on the left side of the machine. This stop comprises a bell crank 231 having a rubber bumper 232 on one leg, and a container-positioning switch actuator 233 rigidly secured to its pivot bolt 234. The rear container stop 229 is secured on the bolt 234 which is journalled in a sleeve 235 secured to the channel frame 227. A spring 236 is connected between a bolt 237 secured to the channel frame 227 and a bolt 238 secured to the other leg 239 of the bell crank 231. The spring 236 normally holds the rear baggage container stop 229 in the position shown in FIG. 1313 wherein the leg 239 abuts the end of the channel frame 227 thereby holding the rubber bumper 232 above the level of the roller 226. Thus, when a container C is supported on the roller conveyors 44 the bumper 232 is disposed adjacent a transversely extending flange 241 (FIG. 13B) on the box-like base 225 of the container C to prevent the container from rolling off the right end of the loader 30.

As shown in FIG. 3, the rubber bumper 232 is in longitudinal alignment with the rollers 226 while the switch actuator 233 is spaced laterally of the rollers out of the path of the container. If the switch actuator 233 is in the position shown in FIG. 2, it indicates that, during the upward movement of the roller conveyors 44 to lift the container C from the trailer T, the baggage container C was properly transferred and is properly positioned on the elevating mechanism 46. However, if the baggage container C is not in proper alignment when the conveyors are elevated, the rubber bumper 232 will engage the underside of the base flange 241 of the container C and the switch actuator 233 will be pivoted clockwise ('FIG. 4) to contact and open a container positioning switch SW1 which is positioned on the frame adjacent the actuator 233 when the conveyors are in their lower position. The elevating mechanism 46 will then become inoperative until the container C is manually repositioned on the elevating mechanism 46.

A forward baggage container stop 246 (FIG. 13A) comprises a stop shoe 247 which is pivotally mounted on a pin 248 secured to the channel 227. The lower end of the shoe 247 extends through a slot 249 in the chan nel 227 and in the structural member 288 and, when in the locked position, is held in abutting engagement against the'rear edge of the slot 249 by a spring 251. A link 256 pivotally connects the shoe 247 to a bell crank 252 which is pivoted about a pin 253 that is mounted in an inverted channel extension 254 secured to the forward end of the left roller conveyer 44. With the parts disposed in the locking position shown in FIGS. 4 and 13A, a transverse flange 257 (FIG. 2) which extends transversely across the boxlike base 225 of the container C will be in position to contact the portion of the stop shoe (FIG. 13A) that projects above the level of the roller. This position of the shoe 247 is maintained by the spring 251 until the roller conveyor is moved upwardly into engagement with the associated roller conveyer 42 of the bridge assembly 43.

When the left conveyor 44 is moved upwardly to the po sition shown in FIG. 2, an adjustable actuating pin 258 (FIG. 13A) in the end of the bell crank 252 engages a guide channel 259 (FIG. 4) on the rear end of the associated bridge conveyor 42. As the inverted channel extension 254 nests in the inverted channel 259, the pin 258 engages the top wall of channel 259 and is depressed, causing the bell crank 252 (FIG. 13A) to pivot the stop shoe 247 to a position below the path of movement of the base flange 257 of the container C. The container may then be manually transferred from the conveyor 44 to the bridge assembly 43.

In order to handle baggage containers of different widths, the right and left roller conveyors 44 are each provided with a carrier fence 261 (FIGS. 3, 10, 13A, 13B and 14). Each fence 261 is mounted on two identical adjustment assembles 262 which permit transverse adjustment of the fence 261. Each assembly 262 (FIG. 14) includes a vertical plate 263 welded to the Z-shaped structural member 228 of one of the conveyors 44. The vertical plate 263 is provided with spaced notches 264 and 266 in its upper end. A pad 267 is welded to the member 228 and slidably supports a channel bracket 268 to which one end of the fence 261 is welded. A shouldered cap screw 269 extends through a slot 270 in the bracket 268 and is screwed into a threaded hole (not shown) in the pad 267. A plate 271, having two holes therein, is welded to the upper edges of the channel bracket 268 and slidably receives the legs 272 and 273 of a U-shaped latch 274 in the holes. The leg 273 is also slidably received in a collar 276 welded to the bracket 268. A spring 277 is guided by the leg 273 and is disposed between the plate 271 and a washer 278 supported by a pin 279 which extends through the leg 273. As is apparent from FIG. 14, the spring 276, acting between the washer 278 and the plate 271, urges the lower end of the leg 273 into one of the notches 264 and 266 to lock the fence 261 in adjusted position. When it is desired to adjust the fences 261, the operator merely lifts both U-shaped latches 274 associated with one of the fences to pull the lower ends of the legs out of the notches 264 or 266. The operator then moves the fence transversely so that the lower ends of the legs 273, when released, will enter the other of the two notches 264 or 266. The fence 261 on the other side of the machine is adjusted in the same manner.

The roller conveyor 44 on the right side of the baggage loader 31 is substantially the same as the above described left conveyor 44. The right conveyor, however, doesnot have a forward baggage container stop, and does not have a container positioning switch actuator on the rear contamer stop. The -right roller conveyor 44 has a stationary rubber roll 281 (FIG. 3) immediately adjacent the r1ght rear baggage container stop 229. The rubber roll 281 frictionally engages the base of the baggage contamer and prevents it from rolling freely between the forward and rear stops While the elevating mechanism 46 is raising or lowering the container.

As has already been mentioned, the carrier 30 is provided with a generally three point rolling suspension, i.e., the carrier is supported by the two closely spaced drive 

1. IN A BAGGAGE HANDLING APPARATUS, THE COMBINATION OF A WHEELED CARRIER, POWER MEANS FOR DRIVING THE WHEELS OF SAID CARRIER, BRAKE MEANS MOUNTED ON SAID CARRIER AND HAVING GROUND-ENGAGINGMEANS, A FLUID PRESSURE SYSTEM OPERATIVELY CONNECTED TO SAID BRAKE MEANS, SAID GROUND ENGAGING MEANS BEING MOVABLE TO A POSITION IMMOBILIZING SAID CARRIER ONLY WHEN THE PRESSURE IN SAID SYSTEM REACHES A PREDETERMINED VALUE, CONTROL MEANS OPERATIVELY CONNECTED TO SAID CARRIER POWER MEANS AND SENSITIVE TO THE PRESSURE IN SAID SYSTEM FOR DEACTIVATING SAID POWER MEANS WHEN SAID PRESSURE IS EQUAL TO OR GREATER THAN SAID PREDETERMINED VALUE AND FOR ACTIVATING SAID POWER MEANS WHEN ITS PRESSURE IS BELOW SAID VALUE. 